Laid up vessel reactivation guide- West of England

Laid-up Vessel
Reactivation Guide

Contents
Introduction 01
Insurance, Classification and
Statutory Requirements 02
Preparing for Reactivation 05
Reactivation 12
Final Commissioning 33
Appendix 1 – Laid-Up Returns -
Class 1 Protection and Indemnity 34
Appendix 2 – P&I Reactivation Checklist 39

1. Introduction
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Photo courtesy of: Bush Marine Survey Ltd.
This guide offers general advice on successfully reactivating and
returning a laid-up vessel safely back into service. It anticipates that
the vessel will be reactivating from a period of lay-up that may be from
6 - 8 months to several years.
Given the wide range of circumstances under which a vessel can be
laid-up, these notes are of a very general nature in order to be as
widely applicable as possible.

If a vessel is anchored or moored whilst waiting for orders, with
manning in compliance with or exceeding minimum safe manning
requirements and regular running of machinery and systems, this does
not constitute a lay-up and would not change the vessel’s
Classification or insurance status.
Whenever a vessel is placed into long term lay-up without cargo and
with reduced crew, it then becomes inappropriate to maintain full
Classification, P&I, and Hull and Machinery insurance. Each of these
organisations can be approached in order to receive modified terms
as appropriate to the circumstances, period and location of lay-up.
During subsequent reactivation, Classification will be actively involved
in order to return the vessel to service in accordance with their rules.
For insurers, there are a number of risks involved with the reactivation
that make it prudent for them to place their own surveyor on board
when a vessel has been laid-up for a prolonged period.
2.1 Protection and Indemnity Insurance
Normal expectation would be that whenever a vessel is reactivated,
there might be some item of equipment that has stopped working or
a fault has developed that may not be easily identified by the joining
crew. Such a defect may be causative to a claim when the vessel has
resumed trading. The requirement for a P&I reactivation survey is to
therefore mitigate against the enhanced potential for claims during and
immediately after reactivation.
Should an insured vessel resume trading after four or more
consecutive calendar months in lay-up, owners are obliged to
immediately inform the Club so that consideration can be given as to
whether a condition survey will be required.
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2. Insurance, Classification and Statutory
Requirements

A vessel shall not normally be treated as laid-up if it had either crew
members (other than crew necessary for its maintenance and safety)
or cargo on board.
Appendix 1 contains the Laid-up Returns claim form that should be
sent to Underwriters within six months of the policy year end.
Appendix 2 contains a copy of the Club’s reactivation checklist which
is based upon those already developed by the International Group of
P&I Clubs.
2.2 Hull and Machinery Insurance
Appropriate advice on the individual requirements of each Hull and
Machinery insurer can be obtained from the appropriate broker or
insurer. It is, however, pertinent to consider that a reactivation survey
will be required following any length of cold lay-up. As guidance we
refer to the reactivation warranty (JH 2009/002) issued by the Joint
Hull Committee at Lloyds:
“As a condition precedent to the liability of the Underwriters, the vessel
shall not leave her lay-up berth under her own power or under tow
following a lay-up period of more than 180 consecutive days or any
period in cold lay-up, unless both the vessel’s classification society
and a surveyor approved by the Underwriters have examined the
vessel and all repairs and other works required by the classification
society and such surveyor have been carried out prior to the vessel
leaving her lay-up berth.”
It can be cost effective and reasonable that the same surveyor is used
for both Hull and Machinery and P&I reactivation surveys as the items
being inspected are very similar. The Club will, subject to our
assessment of the competence of the proposed surveyor in P&I
matters, consider any proposal from Members that a joint survey be made.
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2.3 Class and Statutory Requirements
Ships laid-up are normally maintained in Class. Should a vessel remain
laid-up beyond the due date for special survey the notation ‘Laid-up
Surveys Overdue’ can be assigned and a minimum number of surveys
agreed with the Society concerned. Complete suspension of Class
will normally invoke a termination of insurance cover.
During the lay-up and process of reactivation, defects affecting the
hull structure or machinery may become apparent. Such items should
be reported to Class and repaired under their supervision.
During lay-up the minimum number of crew required on board should
be maintained in accordance with Flag State as well as any local port
authority requirements. At the commencement of lay-up a submission
can be made to the Flag State to have the minimum safe manning
requirement for the vessel re-evaluated considering that the vessel is
laid-up. In such circumstances the Safe Manning Document will
require re-issuing prior to the vessel resuming trading.
Prior to a ship resuming trading, all overdue Class and Statutory
surveys will have to be completed.
The latest editions of statutory and Flag State Conventions and Codes,
as well as applicable Resolutions and Circulars should be provided to
the vessel.
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2. Insurance, Classification and Statutory
Requirements (continued)

3.1 General
During lay-up the vessel will have had power provided either from a
mother vessel in the raft, from the shore, or by its own means thus
enabling periodic running or turning over of machinery and electrical
systems. A caretaker crew will have been living on board, or on
a nearby rafted unit conducting periodic checks of the anchoring
arrangement, moorings, means of access, fire safety, flooding and
security.
Reactivation can be a relatively straightforward process if the lay-up
logs have been diligently written, and a state of readiness has been
maintained by the
caretaker crew,
periodically starting up
and running machinery
as well as regularly
powering up electrical
systems and electronic
equipment.
Due to the likelihood
that different personnel
will be involved during
the lay-up and
reactivation, it is
important that all works
during preparations for
lay-up and during the
lay-up period have been
well documented in
order that a straight
forward, well-managed
and safe reactivation
can be achieved.
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3. Preparing for Reactivation
Photocourtesyof:BushMarineSurveyLtd.

3.2 Lay-up Logs
An important factor in achieving a problem free reactivation is the lay-
up log.
The log will contain the location details of any blanking plates fitted
into the vessel’s piping systems and the scope of lay-up work carried
out to the vessel’s machinery.
Along with the log will also be associated documents such as dry-
dock work lists and lay-up personnel hand over reports which should
be reviewed.
If any planned maintenance work has been carried out during the lay-
up period, the log will contain the details of such work together with
recommendations for further work and spare gear required.
It is not unusual that during lay-up certain key spares or components
will have been removed from the vessel in order to assist in the running
of other vessels within the fleet. It is vitally important that a careful
record is kept of any items removed, and that these are replaced in
advance of the vessel resuming trading. It should be borne in mind
that due to the nature of some of the parts and the lay-up location of
the vessel, the lead time for delivery of replacements may be
considerable.
Running hours for machinery should have been maintained throughout
the lay-up period in order that appropriate spares for the maintenance
of machinery items at reactivation can be planned by the joining crew
and any attending technicians.
3.3 Planning
Having the same superintendent(s) together with the personnel who
attended the laying-up of the vessel also attend for its reactivation is
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3. Preparing for Reactivation (continued)

the optimal arrangement. If this is not achievable, it is recommended
that a requirement for suitably experienced officers be advanced to
the crewing managers at the earliest opportunity.
Key personnel during the reactivation and subsequent return to trading
are considered to be the Electrician, Electronics Engineer, Second
Engineer and the Chief Officer.
Those who were with the vessel prior to lay-up should have submitted
a list of spares required for further trading. The spares order request
from that period should now be reviewed and considered alongside
the list of equipment used during lay-up or removed ashore. This is
particularly relevant in the case where laid-up ships may have supplied
spares for ships still trading.
Small portable items of equipment essential for ensuring that work is
performed safely during reactivation can sometimes go missing during
a lay-up and be neglected during planning – such items may include
a calibrated gas detector, multi-meters or approved safety torches and
batteries. Prior to use it should be ensured that all gas detectors are
in date for testing, servicing and calibration in line with the
manufacturer’s recommendations.
In some ports, the Harbour Master will require tankers to be issued
with a gas free certificate prior to lay-up and for the vessel’s gas free
status to be maintained during the lay-up. A new gas free certificate
may be required as the reactivation team join.
All accommodation hotel services should be confirmed in order prior
to the arrival of the joining crew, and arrangements made for sufficient
potable water and provisions to be provided to the vessel in advance.
During the trading voyages immediately prior to lay-up it may be that
spares and maintenance levels have been run down for reasons of
economy. The Chief Engineer’s and Master’s handover notes may offer
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information helpful to the successful reactivation of the vessel that is
not contained in the log.
The Classification Society should be consulted in order to confirm the
works required to place the vessel back into trade without any overdue
Class Recommendations or Conditions of Class. There may also have
been regulatory changes that will entail the fitment of new machinery,
equipment, additional steelwork or changes to the accommodation
or safety equipment. It is advisable to arrange for the Class surveyor
to attend the vessel at an early stage of the reactivation process so
that there is plenty of time to address any issues that may be found.
3.4 Fuel and Lubricating Oil Systems
Deterioration of any of the machinery lubricating oils or hydraulic oils
could lead to difficulty should they only come to light during the
reactivation process. It is therefore prudent to conduct routine checks
of all lubricating and hydraulic oils on-board and have confidence that
all is in order before undertaking the reactivation.
Samples of lubricating oil should be obtained from each of the main
and auxiliary engines and oil storage tanks. The samples should be
sent to a suitable laboratory for full analysis, including for
microbiological deterioration.
Oil samples should also be drawn from the various hydraulic systems
and sent to a suitable laboratory for analysis.
Lubricating oil samples should be drawn from the stern tube system
low point drain and submitted to a suitable laboratory for full analysis
including microbiological deterioration tests.
The fuel oil and lubricating oil purifiers should be started during the
early stages of reactivation serving to pre-heat machinery as well as
cleaning the oil.
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It is likely that additional disposable filters will be required during the
reactivation process, therefore the vessel should be provided with an
additional set.
3.5 Spare Gear and Equipment Lead Times
Depending on the age and origin of the equipment on board; it may
take several months to obtain suitable spares. It is therefore prudent
to conduct an inspection of the spare equipment remaining on board
at the earliest opportunity prior to the implementation of the
reactivation programme, so that the spare parts required can be
ordered and received in ample time.
The lead time for the supply of new machinery, equipment, steel work
and navigational or safety equipment that may be required due to
regulatory changes should also be considered.
Cold ship lay-up locations are generally remote so there may be an
issue with physically getting parts, equipment and technicians to the
vessel. Potential difficulties and delays due to local customs formalities
should also be considered.
3.6 Contracting Organisations
Some lay-up locations have access to ship repair resources.
Third party organisations that are scheduled to take part in reactivation
work may have terms and conditions that could affect Members’
cover. Members may therefore wish to refer any contract wording to
the Managers prior to allowing work to commence.
As a minimum requirement, any employee of a shore based company
working on board the vessel during reactivation should be given
familiarisation training as required by the vessel’s Safety Management
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System (SMS). Risk assessments of all work packages to be carried
out by contractors should be made by the vessel’s personnel, and all
applicable procedures and permits as required by the vessel’s SMS,
for example; procedures for lockout / tag out, enclosed space entry,
working aloft, working overboard and hot-work procedures should be
strictly followed.
Whenever there is any doubt about the physical or professional ability
of a person designated to carry out work, regardless of the fact they
may have been assigned to the task by a contractor, they should be
questioned and, if necessary, the task should be suspended until an
acceptable replacement is available.
We recommend that members review their SMS instructions regarding
subcontracted work prior to any reactivation. Such instructions should
include clear guidance regarding the responsibility that officers on
board have to manage and control contractors safely.
3.7 Safety Management System (SMS)
All updates that have been made to the company’s SMS during the
time the vessel has been laid-up should be provided to the vessel at
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11
the time of reactivation, this should include new circulars including
those issued by the International Maritime Organisation (IMO), bulletins
or similar publications which are managed within the ambit of the
SMS.
A copy of the company’s Document of Compliance with the latest
endorsement by the Recognised Organisation should be provided to
the vessel.
An internal ISM audit should be carried out just prior to the vessel
resuming trading.

4.1 Safety of Life
Upon joining the vessel and prior to commencing work, all joining crew
should be given familiarisation training in accordance with SMS
requirements. A meeting should subsequently be held to brief all
personnel on the status of the reactivation and the work plan, SMS
safety procedures, checklists, and the risk assessment methodology.
It is recommended that it is chaired by the reactivation superintendent
and that the attendees include as many of those on board as possible,
including shore contractors.
Methods of escaping from the ship by lifeboats or by gangway
to adjacent vessels or shore should be confirmed and checked for
safe access.
Any maintenance and upgrading of lifeboats, rescue boats, davits,
falls and associated fixtures and fittings should be completed,
surveyed and tested in line with statutory requirements prior to use.
Special attention should be paid to perishable items made of rubber,
such as hoses, pump impellers and pump diaphragms. Once all
crewmembers are onboard a lifeboat drill should be conducted. Davit
launched lifeboats should be lowered to the embarkation deck, and if
possible manoeuvred in the water with their assigned operating crew.
Ideally lifeboats and rescue boats should be lowered to the water and
recovered with no crew onboard prior to be launched with their
operating crew. Freefall lifeboats, where practicable, should be
launched with their assigned operating crew and manoeuvred in the
water. If the vessel is rafted this drill should be undertaken at the
earliest available opportunity.
Warning notices should be placed on accesses advising of the
dangers of entering enclosed spaces. Ballast, fuel, cargo and potable
water tanks, cargo spaces, chains lockers, duct keels and cofferdams,
etc. should only be entered in accordance with the enclosed space
entry procedures contained in the vessel’s SMS. It is recommended
that an enclosed space entry and rescue drill be conducted at the
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4. Reactivation

beginning of reactivation, so that all rescue equipment can be checked and
tested, and personnel can familiarise themselves with their rescue duties.
All Life-Saving Appliances (LSA) should be checked and tested and
made ready for use. It is expected that most items usually stowed on
deck will have been stored for the duration of the lay-up. If this has
not been the case the LSA - in particular cordage, retro-reflective tape
and markings - should be closely inspected for degradation by the
elements. All equipment that may time-expire, such as GMDSS
handheld radio lithium batteries, lifejacket lights, line throwing
apparatus component parts, pyrotechnics, hydrostatic releases and
lifeboat provisions, should be checked and replaced where necessary.
It may be necessary for some LSA such as liferafts to be sent ashore
for servicing, in which case suitable substitute equipment should be
provided if the vessel is not alongside a berth.
Any new regulatory requirements concerning the provision or
capabilities of LSA should be complied with.
4.2 Safety in the Event of Fire
If the vessel has been laid-up alongside, the phone numbers of the
local fire department should be available and displayed in the ship’s
office, on the bridge and in the engine control room.
As ventilation is returned to the vessel’s spaces, fire dampers should
be confirmed freely operable and greased.
CO2 bottles and releases should, if necessary, be serviced and if
required bottle levels should be checked. Delivery lines should be
confirmed clear by blowing through with compressed air.
Remote closing devices for fuel and lubricating oil tanks should all be
tested together with the engine room skylight remote closure. All
remote fan and pump shut downs should be tested and confirmed in
good working order.
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The emergency fire pump and emergency power supply system
should be serviced as required and tested whilst on load for a number
of hours in order to ensure efficient and reliable operation.
In any event, it is likely that the entire range of firefighting equipment
will need to be serviced, tested and certified by a specialised shore
contractor. This should be undertaken at the earliest opportunity, and
where firefighting appliances are removed ashore for service, suitable
replacements should be substituted in place.
Should the vessel be rafted with others arrangements should be in
place for the vessel to receive firewater from adjacent units to
pressurise the fire main. Joining crew should familiarise themselves
with such arrangements and these should be tested to ensure they
are working as required.
It is recommended that a fire drill be conducted at the earliest
opportunity, so as to familiarise the crew with the equipment on board,
including the use of the emergency fire pump. As part of the drill,
where the vessel is rafted the procedure for releasing the vessel from
others in the raft should be exercised.
4.3 Bridge Navigation and Communication Equipment
It is advisable to test all of the vessel’s navigational and
communications systems during the pre-reactivation inspection.
Should any faults be found, the attendance of service personnel and
provision of spare parts can be arranged. The provision of equipment
required by new regulations should be sourced well in advance and
their fitting by qualified technicians arranged.
Tests should include main and back-up control systems for rudders,
main engines, controllable pitch propellers and bow and stern
thrusters. These should be tested from both bridge and remote
locations, such as on the bridge wings.
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4. Reactivation (continued)

The fire alarm panel should be confirmed operational and all fire
detector heads tested.
EPIRBs should be tested in line with statutory requirements, and
batteries and disposable hydrostatic releases checked to ensure they
have not time expired. Once in order the EPIRB should be fitted to its
mount.
SARTs should be tested and batteries checked to ensure they have
not time expired.
During lay-up the vessel will usually only require a paper chart of the
lay-up area. All remaining paper chart folios should have been landed
ashore. At reactivation, the entire paper chart portfolio should be sent
to a chart correction agent for updating prior to being returned to the
vessel. Similarly, electronic chart folios should be corrected up to date.
Outdated nautical publications should be replaced by new editions and
/ or corrected as appropriate. No outdated or uncorrected navigation
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charts or publications should be retained on board. Arrangements
should be put in place so that the vessel resumes receiving Weekly
Admiralty Notices to Mariners and / or electronic chart corrections
as necessary.
The magnetic compasses should be swung, corrected and a new
deviation card issued at the earliest opportunity.
4.4 Accommodation Areas
On vessels that have been laid-up for some time the warning notices,
stencilled instructions and IMO safety signage may have become
faded or be missing. These should be checked and refreshed or
renewed where necessary.
Cabins or corridors on main deck level may have been used for
storage or office accommodation during the lay-up. Any such stores
should be redistributed to store rooms ready for the vessel’s
resumption of trading by the joining crew and the accommodation and
cabins returned to a habitable condition.
The ship’s hospital should be cleaned and made ready for immediate
use. The stretcher should be confirmed readily available and the
medical stores should be brought up to date in accordance with the
latest applicable medical stores requirements and certified by an
attending chemist. Oxygen resuscitators should be checked, tested
including hydrostatic testing of the cylinder(s) where necessary and
filled ready for use.
If there is any evidence of rodent or insect infestation the attendance
of a pest control company should be arranged well in advance of the
attendance of the Port Health Authorities to issue Ship Sanitation
Control Certification.
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Depending on the duration of lay-up, the potable water tanks may
require inspecting, cleaning, recoating and disinfection. The entire
distribution system from the machinery space to the furthest outlet may
also require super-chlorination with fresh water. Shower heads and
fresh water hoses may also require super-chlorination.
4.5 Moorings Arrangements and Fenders
All mooring ropes, both those in use and spares, should be checked
for excessive chaffing, wear and degradation and replaced where
necessary. Ropes taken from the spare supply should be replaced.
Mooring windlasses and winches will need to be thoroughly inspected
and function tested. The bedplates and foundations should be
examined to confirm that there is no excessive wastage and that save-
alls are intact.
The ability for quick release or cutting of moorings in the event of
emergency should be confirmed.
Vessels laid-up in rafts may have been ballasted to give similar
freeboards in order to facilitate easier access and mooring. As the
vessel is reactivated and ballasting operations are taking place,
mooring arrangements and fendering systems should be checked for
adequacy of available movement between the hull of the vessel being
reactivated and those adjacent or any berth that the vessel may be
alongside.
Additionally, rafted vessels may have incurred ranging damage to
handrails or have had modifications to handrails to allow gangway
access. All such modifications should be made good during the
reactivation period.
Lighting arrangements around the mooring areas should be confirmed
as being in good order.
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4.6 Main Deck
The condition of deck walkways, external ladders and gratings should
be confirmed as structurally sound and without any trip hazards.
Access ladders and gangways rigged to allow access to adjacent
vessels and their safety nets may not have been fully inspected for
some time and should therefore be checked for function and the
condition of the components. Accommodation ladders and gangways
that have been stowed for the duration of the lay-up should be
deployed and checked for operation and condition. The ready
availability of lifebuoys at any point of personnel transfer and a fire plan
and crew list at the main entry point should be confirmed.
Pilot ladders and associated manropes and fixtures and fittings should
be thoroughly inspected and any damaged or degraded parts
replaced in line with SOLAS requirements.
The possibility of tank overflow on deck will be greater during
reactivation operations and consequently prior to any internal transfer
of pollutants on board the vessel the location of scupper plugs and
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tank vent save-all plugs should be confirmed and these refitted where
necessary. Oil spill equipment should be confirmed in good order and
readily available for deployment. Portable pumps that could be used
to deal with an inadvertent deck spill should be tested and be made
readily available with suitable hoses.
Cargo cranes and any other lifting appliances should have been laid-
up in accordance with manufacturers’ guidelines and this should be
checked when returning them to service. Proof load test certificates
for lifting appliances may have expired and if required, load testing
followed by a thorough visual inspection should be performed. If load
testing is not required, ensure that annual lifting appliance visual
inspections are in date. Particular attention should be paid to the
condition of any section of wire that has been left turned over a sheave
or block and exposed to the elements. Greasing should be carried out
using suitable lubricants and ideally the lifting appliances should be
fully worked to ensure all bearings, wires, and sheaves are adequately
coated prior to being used under load. Where lifting appliances have
not been used for some time, it may be necessary to replace hoist
and luffing wires, depending on whether the company’s crane wire
replacement procedures dictate a maximum period of fitment and /
or their condition has deteriorated. All lifting appliances should be
fully tested to ensure they are working satisfactorily prior to
resuming trading.
4.7 Cargo Spaces
4.7.1 Dry Cargo
It should be confirmed that cargo spaces have a safe atmosphere
prior to entry.
The ladders, platforms and safety rails to allow safe entry into any
cargo space should be inspected and repairs carried out where
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necessary. Lighting arrangements should be checked and brought
back into service where necessary.
Cargo spaces should be examined for areas of wastage and structural
defects and confirmed suitable to carry intended cargos. Particular
attention should be paid to any pipework, such as double bottom vent
pipes and sounding pipes running through the hold.
Should it be found that doublers or any other temporary repairs are
fitted to tank boundaries or bulkheads in the cargo holds, these should
be removed and permanent repair made to the satisfaction of Class.
Hatchcovers and operating systems should be recommissioned with
particular attention paid to any leaking hydraulic seals, missing, worn
or badly adjusted retaining cleats and hatch cover rubber seal
arrangements that may have deteriorated. Hatch covers will be tested
by ultrasonic inspection as part of any P&I reactivation survey,
therefore any work carried out during reactivation should be of a
standard to allow successful testing. Similarly, cargo hold vents and
access hatches should be inspected, and confirmed as weathertight.
Bulk carrier cargo hold water ingress alarms should be individually
tested and confirmed to be functioning satisfactorily.
Cargo hold bilge wells should be clean and individually tested for
suction and correct functioning of the non-return valve to prevent
backflow into the hold. Strum boxes and bilge plates should be
inspected to confirm they are clear of debris and undamaged. Bilge
high level alarms should be tested and proved operational.
Reefer vessels should be subject to cooling down trials and confirmation
that the physical condition of ventilation gratings is in order.
Lashing arrangements, both fixed and portable, should be inspected
to ensure they are in satisfactory condition, and there are sufficient
quantities of lashings available for use.
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Cargo spaces should be free of debris, and in the case of bulk carriers,
the holds should be cleaned to the cleanliness standard stipulated by
cargo interests for the first cargo.
4.7.2 Liquid Cargo
It should be confirmed that cargo tanks have a safe atmosphere prior
to entry.
Cargo tank internals, including means of tank access, should be
examined for excessive corrosion and damage. Any loose scale and debris
should be removed. Coatings should be made good where possible.
All heating coils should be blown through with steam or air with drains
open and then examined whilst being tested at full working pressure
and temperature.
Where cathodic protection anodes are fitted, they should be examined
to verify that they have sufficient anode section remaining to provide
continued tank protection.
Fixed tank cleaning machines should be function tested.
As far as practicable, cargo tanks should be hydrostatically stagger
tested in order to confirm the integrity of all boundaries.
The inert or nitrogen gas system, together with the related equipment
and instrumentation, should be tested - preferably using inert /
hydrogen gas - to prove satisfactory operation of the system, its
alarms and safety devices.
Cargo pump rooms, piping and valves should be examined. All cargo
handling machinery, including cargo pumps, compressors and heat
exchangers, in conjunction with all cargo handling and monitoring
automation should be tested and proved operational. Before starting
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any cargo pump for recommissioning purposes it is advisable to
ensure that the shaft is free to turn.
Cargo pump room bilge high level alarms, ventilation fans and remote
shut downs should be tested to confirm operation. Electrical and
lighting systems in pump rooms should be carefully checked for
intrinsic safety.
Local and remote tank gauging systems and high level alarms should
be confirmed in order.
Cargo tank lids, venting arrangements, P/V valves and flame screens
should be checked to ensure they are in satisfactory condition.
Oil Discharge Monitoring Equipment (ODME) should be checked and
confirmed to be operating correctly.
In the case of LPG and LNG vessels, particular attention should be
paid to inspecting the void spaces and stools whilst the vessel is in a
gas free condition.
4.8 Hull and Openings
All underwater areas of the hull, including propellers, rudders and
thruster grating should be checked by dive survey for damage, to
ensure they are clear of debris and that gratings are secure. Sea
suctions in particular should be checked to ensure that all gratings
are clear.
Paint systems in way of the topsides and vertical bottom should be
reviewed; ideally when the vessel is suitably de-ballasted. Marine
growth should be cleaned from the underwater areas of the hull,
rudder and propeller. Where draught, loadline or other marks painted
on the hull are difficult to read these should be repainted.
Cathodic protection systems by anode or by impressed current should
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23
be examined to verify that they have sufficient anode section remaining
or are operating correctly.
4.9 Ballast Tanks and Enclosed Spaces
Incidents involving serious injury and death as a result of personnel
entering enclosed spaces containing insufficient oxygen continue to
occur despite numerous industry initiatives. As steel corrodes, oxygen
depletion of the enclosed space will occur. Toxic and flammable gases,
as well as oxygen depletion may also be encountered where fuel or
cargo residue are still present in tanks or cargo spaces. All enclosed
space entries should follow the procedures laid down in the vessel’s
SMS. Consideration should also be given to the possibility of
atmospheric deficiencies being present in adjacent connected spaces,
such as deck houses.
Warning notices should be placed on accesses to enclosed spaces
advising of the potential dangers of entry. Ballast, fuel, cargo and
potable water tanks, cargo spaces, chains lockers, duct keels and
cofferdams, etc. should only be entered using the enclosed space
entry procedures detailed in the vessel’s SMS.

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No repairs should be carried out in cargo or fuel tanks, pump rooms
etc., unless the atmosphere has been tested and found to be free of
hydrocarbon and toxic gases. In some jurisdictions it may be
necessary for an approved chemist to attend the vessel and issue gas
free certification prior to work commencing.
Ballast tanks should be either completely full or empty and dry for the
lay-up duration. Where ballast tanks have been filled with water
containing a corrosion inhibitor, the manufacturer’s instruction
regarding the flushing of the tanks should be followed. Discharge
within a sheltered anchorage should be avoided and local and
MARPOL discharge criteria should be complied with.
Where ballast tanks have been empty during the period of lay-up, they
should be inspected for leakage from any adjacent full tanks,
particularly fuel tanks, and then hydrostatically pressure tested to
check their integrity. Ideally ballast tanks should be overflowed to deck;
however, this should only be carried out when it has been verified as
being permitted by the local environmental authorities.
Where the vessel is fitted with a duct keel, the entire length should be
inspected and the correct operation of any remote operated valves
sighted. Steam leaks may occur as the heating coils are reactivated
and these should be addressed.
All tanks that have been left open during the lay-up period should be
thoroughly inspected for debris / tools, etc. prior to the manhole
covers being refitted. It should be ensured that the manhole sealing
area is clean, a new gasket is fitted and all nuts are fitted and properly
tightened.
4.10 Bunker Tanks and Pumping Systems
All bunker tanks should be carefully sounded and all valve line ups
checked prior to any pumping or bunkering operation during the
reactivation. Dependent upon the age of the vessel it may be prudent

to pressure test the bunkering line and confirm calibration of the
pressure gauge prior to commencing any bunkering operations.
The overflow tank should be confirmed empty prior to commencing
any fuel oil transfer or bunkering operation. It is recommended that
even minor transfer operations are initially carried out under the direct
supervision of the Chief Engineer during the hours of daylight.
Corrosion between high use ballast tanks and bunker tanks can be a
reoccurring problem on older ships. Therefore, whenever such tanks
are empty, the opportunity should be taken to carefully inspect and
hydro test the bulkhead between such tanks.
All fuel oil transfer pump filters should be dismantled and cleaned.
Bunker fuel oil may stratify and particulates come out of suspension
during lay-up. Should fuel have remained in the settling and service
tanks for any period during lay-up the fuel should be drained back into
the double bottom tanks and the settling and service tanks opened
and cleaned of any sludge or residue.
During lay-up new regulations may have come into force concerning
the sulphur content of fuel consumed on vessels. It should therefore
be ensured that any fuel onboard which is to be burned complies with
regulatory requirements, including any local requirements which may
have recently been enacted.
4.11 Electrical and Electronic Equipment
At the earliest opportunity it should be ensured that all lighting - both
main and emergency - is working satisfactorily, and lamps and fittings
replaced where necessary.
A large amount of electronic equipment and instrumentation will exist
around the vessel in very diverse areas - some of which may have
become obsolete or due to its age spares could be difficult to source.
Accordingly great care should have been taken during lay-up to
25

preserve such items and this care should extend to returning such
equipment to service during reactivation.
The humidity control and lay-up procedures on the bridge and in
engine control room will in all probability have been effective, therefore
the electrical and electronic control equipment in these areas should
return to service without many problems. Special attention may need
to be paid however to isolated electrical panels having electronic logic
circuits incorporated, such as boiler control panels that are sited
adjacent to the boiler and purifier control equipment in the purifier room.
Circuits connected to the main and emergency switchboards should
be isolated in turn and their insulation resistance to earth measured
and recorded. Low readings to earth and any readings substantially
lower than those recorded at commencement of lay-up should be
investigated and cleared.
The main bus bars and connections should be checked for condition.
If the facility for infrared survey of the switchboard is available then this
should be considered.
A megger test of all electrical motors, along with confirmation that the
motor shaft is free to turn, should be carried out prior to starting any
pumps, winches or ventilation fans. Any electrical equipment removed
from deck during the lay-up period due to low megger readings should
be reinstated after being made good and readings restored.
Electrical circuits, starters, motor windings and electronic control
systems should be proven prior to being in a position to run up any
mechanical equipment.
All alarms, trips and automatic pump change over switches covering
the main engine, auxiliaries and steering gear should be calibrated and
tested.
26

All emergency stops for machinery, pumps and fans should be tested
to ensure satisfactory operation.
Electrical cables and equipment in hazardous areas (e.g. pump rooms)
should be specially examined to ensure that they remain efficient.
The overload and reverse
current trips of all generator
circuit breakers should be
checked for satisfactory
operation.
All batteries used for
emergency power and the
backup of computer systems
should be checked by load
testing and renewed as
required.
4.12 Engine Room
The report from lay-up together
with log books kept during lay-
up should be examined and, based on their contents, a plan should
be formulated containing the measures necessary to restore the
engine room machinery and systems to full working order. As some
calendar-based planned maintenance tasks will most likely be overdue
the planned maintenance system’s requirements should be checked,
ideally with Class, and works planned and performed as necessary.
Dehumidification records may be available for the lay-up period and
these should be reviewed. Any areas of the engine room that have
condensation markings or where the records indicate that
dehumidification has not been effective will require more care.
27

All covers on exhausts at the top of the funnel and elsewhere should
be removed at the beginning of the reactivation process.
Engine room / accommodation elevators should not be used until their
operation and certification is confirmed.
Any powered or manual watertight doors in the engine room or
elsewhere should be subjected to a full function test with visual and
audible alarms confirmed as operational.
The operation of the engine room bilge pumping systems, space in
the bilge tank and bilge alarms should all be checked by the joining
crew prior to beginning reactivation work on any engine room system
or machinery. Local regulations regarding the discharge of sludge
ashore or to a tanker should be complied with. The Oily Water
Separator and discharge monitor, including alarms, should be
confirmed in order.
All areas below the engine floor plates and bilges should be checked
for the presence of oily rags, and other flammable debris or oil soaked
lagging that could ignite should weld sparks or hot metal bounce and
drop down from upper engine room areas during any hot work
undertaken during the reactivation period.
Various manhole doors may have been left open for drying of salt water
cooled coolers and equipment in the engine room during the time in lay-
up. These should be closed up with new anodes fitted as necessary.
Seals should then be proven before any further work is carried out.
Low and high sea suction main sea water inlet valves should be
operated to ensure they are functioning correctly. Their valve indicators
should be confirmed to be operating correctly.
Any blanks that have been fitted in pumping systems for lay-up
purposes should be removed, similarly valves that have been removed
should be replaced and pumping systems should be function tested
and proved efficient and free from leakage. Any pipe work systems
28

that were drained for the lay-up should be refilled and airlocks bled off.
All lubricating oil, fuel oil and hydraulic oil filters should be dismantled
and cleaned.
All pipe systems should be checked, particularly under the engine
room floor plates, for the possibility of pipe clips, cement boxes and
other temporary repairs. Where temporary repairs are found these
should be permanently rectified.
All alarms, shut downs and automatic pump change overs covering
the main engine, auxiliaries and steering gear should be tested.
Any electrical or pneumatic systems involving the remote operation
of ballast, fuel oil and lubricating oil pumps and valves should
be tested.
The danger that engine room tanks that have contained fuel oil or
waste oil for a considerable period could have an atmosphere rich in
hydrogen sulphide should be considered, and the tank atmosphere
carefully tested to ensure it is safe for activities in the vicinity of the
tank (such as taking soundings) and in the vicinity of the tank vent.
Strict instruction should be given to each engine room crew member
in relation to the company’s policy relating to MARPOL compliance
and the operation of the Oil Water Separator, and suitable warning
signs confirmed as being in place.
All applicable activities undertaken during the reactivation period and
thereafter should be accurately recorded in the Oil Record Book.
4.13 Diesel Main Engine
The current advice from engine manufactures is for main engine
crankcase spaces to be closed up and dehumidified during lay-up.
However, the crankcases may have been left open during lay-up.
29

Either way, a full crankcase inspection should be carried out before
replacing the crankcase doors to check the condition and security of
rotating parts, also to ensure that no foreign objects may have
inadvertently been left behind and that there is no condensation
damage or bacterial growth within the engine and sump.
Lubricating filters should be opened and cleaned. At an early point
during the reactivation, the lubricating oil purifier should be started.
Cooling water for pistons and jackets should be circulated and a close
examination carried out to ensure that there is no leakage due to
deterioration of rubber sealing rings.
Fuel injection valves should be cleaned, adjusted and refitted. The
engine fuel system should be circulated to ensure there is no leakage.
Starting air valves should be removed and tested.
4.14 Auxiliary Diesel Engines
Auxiliary engines may have already been in need of overhaul at the
time of going into lay-up if they had run at low loads for many months
during any period of interim hot lay-up without appropriate
maintenance being carried out or running hour logs properly kept. It
is therefore important that these items of machinery are carefully
examined as part of the reactivation process.
If the auxiliary engines have not been run during the lay-up period, a
sample of main bearings and connecting rod bottom end bearings
should be opened for examination. Further examination will be
dependent upon the condition found.
Prior to conducting any trials on load the crankcase should be
examined and all retaining bolts should be hammer tested to confirm
they are not loose. Lubricating oil filters should be opened up and
cleaned prior to any engine tests.
30

31
Auxiliary engines should then be run and warmed through, culminating
with a period of at least one hour being run at as near as possible to
rated capacity and during which the alarms, trips and shut downs
should be tested and calibrated whilst the engine is operating at
normal running temperatures.
4.15 Boilers and Economisers
Whilst the vessel has been laid-up, regulatory changes may have been
introduced concerning the maximum sulphur content of fuel oil that
can be consumed onboard. As the vessel comes out of lay-up,
modifications to boiler burners may have to be made in order to fulfil
the requirements of current legislation.
Feed water should be sample tested and proved in good condition
prior to use. Feed water test and treatment chemicals, which normally
have a short storage life, should be tested and proved free of
deterioration or renewed.
In instances where desiccants have been placed within the water
spaces, these should be removed and a visual examination carried
out before closing up drums and headers.
In all cases an examination should be carried out on the fire side of
the boiler.
All burners should be dismantled and cleaned. Fuel oil should be
circulated through the oil burning system and glands and joints
checked for leakage.
All safety measures and emergency shut offs should be checked and
tested.
Care should be taken to proceed slowly when initially raising steam in
boilers, with particular attention being paid to manhole door and handhold
door fastenings, glands and bolted joints as temperatures increase.

32
4.16 Steam Plant
All steam lines should be adequately drained and warmed through
prior to subjecting them to full steam pressure. Pressure should be
increased slowly in lines to minimise water hammer.
Special attention should be paid to condensers that have tube ends
secured by fibre packing to ensure that they remain free of leakage on
reactivation, particularly after a long period of dehumidification.
Should there be turbo alternators, the bearing journals should be
examined and the oil charge checked. Purification of the lubricating
oil should commence at the initial stages of reactivation but not
circulated through the main system until a favourable analysis report
has been received.
Steam turbo driven alternators, feed pumps, cargo and ballast pumps
etc. should be function tested, together with their overspeed trips,
governors and other safety devices, prior to being placed in service.
All communication, public address and talkback systems, in particular
the communication system linking the bridge and engine room, as well
as bridge and steering compartment should be verified to be fully
operational prior to any trials.
If at all possible, ahead and astern starts should be made and the
engine warmed through at low revolutions prior to releasing the
moorings.
Sea trials will normally be required by the Classification Society if the
vessel has been in lay-up for any significant period of time. During sea
trials, it should not be overlooked that the main engine manoeuvring
and steering gear should be operated from their respective emergency
positions as well as from the bridge.

33
5. Final Commissioning
During the final stages of the reactivation, the attending P&I surveyor
will conduct an inspection based upon the West of England condition
survey checklist which can be downloaded from our website. In
addition to which, the surveyor will also complete the supplementary
reactivation checklist in Appendix 2 of this report.

34
The West of England Ship Owners Mutual Insurance Association
(Luxembourg)
Managers: West of England Insurance Services (Luxembourg) S.A
To
Dear Sirs, please will you credit us with laid-up returns in accordance
with Class 1 Rule 48 (as set out overleaf) in respect of the following
lay-up:
Vessel Name:
Port or Place of Lay-Up and
Latitude and Longitude Position
Purpose of Lay-Up
(e.g. Hot Lay-Up / Cold Lay-Up)
Period of Lay-Up
How many crewmembers remained
on board during the lay-up?
How many crewmembers were
required by the Port Authority and / or
the vessel’s Flag Administration to
remain on board during the lay-up?
What is the total number of persons
specified on the vessel’s Safe
Manning Document?
From Please insert name and address of Member
Class 1 Protection and Indemnity
UK Branch: Tower Bridge Court, 226 Tower Bridge Road
London SE1 2UP
Hong Kong Branch: 1302 China Evergrande Centre
38 Gloucester Road, Wanchai, Hong Kong
Singapore Branch: Wallich Street Guoco Tower, Level 14-01
Singapore 078881

35
We enclose an original certificate or other document issued by the
government or port authority having jurisdiction over the port or
place of lay-up which states:
1. the port or place of lay-up
2. the date on which the lay-up period began and, if the lay-up has
ended, the date on which the lay-up ended
3. that the insured vessel had no cargo on board at any time during
the lay-up period
4. the number of crew on board during the lay-up.
Yours faithfully,
[Signature]
Name:
Company Name:
Date:
Please note:
a) There must be no cargo on board during the laid-up period for a
return of premium to apply.
b) Laid-up periods of less than 30 days do not qualify for a return of
premium.
c) Rule 48 (4) and (5) which requires you to let the Association know
immediately a vessel is due to resume trading after any lay-up of
four consecutive calendar months or more.
An MS Word format Laid-up Return can be downloaded from the
Underwriting documents page on the West of England website.

36
Class 1 Protection & Indemnity Rules – Rule 48
48 Laid-Up Returns
(1) If an insured vessel shall be laid-up in any safe port or place for a
period of thirty or more consecutive days after anchoring or
mooring there (such period being computed from the day of arrival
to the day of departure, one only of such days being included) the
Member concerned shall be allowed in respect of such vessel for
the period of lay-up a return of Calls except Overspill Calls
calculated at the rate of 75 per cent of the mutual element of his
Advance Call and of his estimated Additional Call plus such amount
as the Committee shall determine shall be allowed in respect of the
premium payable by the Association under the General Excess
Loss reinsurance Contracts effected collectively by the parties to
the Pooling Agreement.
(2) For the purpose of this Rule a vessel shall not be treated as laid-
up if it had either crew members (other than crew necessary in the
opinion of the Managers for its maintenance and safety) or cargo
on board. Provided that the Managers may allow in respect of such
vessel for the period of lay-up a return of Calls except Overspill
Calls calculated at up 50 per cent of the mutual element of his
Advance Call and of his estimated Additional Call plus such amount
as the Committee shall determine shall be allowed in respect of the
premium payable by the Association under the General Excess
Loss reinsurance Contracts effected collectively by the parties to
the Pooling Agreement where the vessel is laid-up with crew (other
than crew necessary in the opinion of the Managers for its
maintenance and safety) but without any cargo on board.
(3) Unless otherwise agreed in writing by the Managers no claim for
laid-up returns relating to any Policy Year shall be recoverable from
the Association unless:
Class 1 Protection and Indemnity (continued)

37
(a) written notice of the intended lay-up has been given to the
Managers before its commencement, including details of the
place of lay-up and of the number of crew and the amount and
nature of any cargo on board.
(b) written notice of termination of lay-up has been given to the
Managers before the vessel leaves the place of lay-up
(c) the claims for laid-up returns is submitted to the Managers
within three calendar months of termination of lay-up
accompanied by a certificate or other document issued by the
government or port authority having jurisdiction over the port or
place of lay-up which states:
(i) the port or place of lay-up
(ii) the date on which the lay-up period began and, (if the lay-
up has ended), the date on which the lay-up ended
(iii) that the insured vessel had no cargo on board at any time
during the lay-up period
(iv) the number of crew on board during the lay-up period.
(d) the Member has provided the Managers with such information
as they may require from time to time in connection with such
lay-up.
(4) If an insured vessel commences or recommences trading after it
has been and has remained in safety in any safe port for a period
of four consecutive calendar months or more after anchoring or
mooring there (such period being computed from the day of arrival
to the day of departure, one only of such days being included) in
circumstances in which the Member concerned is entitled to Laid-
up Returns under paragraph (1) or (2) of this Rule, the Member shall
give the Managers seven days prior written notice of such

38
commencement or recommencement so as to enable the
Managers if they think fit to require to be satisfied as to the
condition of the insured vessel by a survey of the insured vessel or
otherwise.
(5) If the Member does not so inform the Managers, the Association
shall not be liable for any loss, damage, liability, costs or expenses
which would have been avoided if the opportunity for such survey
had been given, a survey had been carried out and all defects
revealed in that survey had been remedied.
(6) The Directors shall have sole discretion in determining whether the
port or place concerned is safe within the meaning of this Rule 48.
Class 1 Protection and Indemnity (continued)

39
Appendix 2 – P&I Reactivation Checklist
P&I Reactivation Checklist
Vessel Type:
Ship’s name:
IMO No:
Survey date of first attendance:
Survey date of last attendance:
Survey port / location:
Surveyor:
Surveyor Ref No:
West of England Ref No:
Disclaimer
This report, and any accompanying documentation or photographs, has been compiled for the
sole use of the Association for insurance purposes only and should not be disclosed to third
parties without prior written permission from the Association. The information contained in this
report, and any accompanying documentation or photographs, is not exhaustive as to the general
condition of the ship and should not be relied upon by members or by any other party as any
assurance, representation or warranty as to the condition of the ship and nothing herein shall
prejudice the Club’s rights under the insurance policy in the event of a dispute between the Club
and the member relating to the condition of the ship.

1.1. Particulars
1.1.1. Ship’s name:
1.1.2. Previous name(s):
1.1.3. IMO No:
1.1.4. Flag / port of registry:
1.1.5. Year built:
1.1.6. Builder:
1.1.7. Class Society:
1.1.8. Class notation:
1.1.9. Ship type:
1.1.10. GT:
1.1.11. Summer DWT:
1.1.12. Last docking:
1.1.13. Last Class special survey:
1.1.14. Ship’s trading pattern:
1.1.15. Master’s name:
1.1.16. Name of owner’s representative attending survey:
1.1.17. Time under present management:
1.1.18. Owners:
1.1.19. Managers (crewing, technical & safety):
40
1. Vessel’s Particulars

A list of all defects / deficiencies noted during the survey is to be
given to the owner’s representative or master on completion of the
survey. A copy of this list, in MS WORD format, is to be attached to
this report.
41
2. List of Defects / Deficiencies

42
3. General
All statutory Flag State surveys should be completed and
certification issued.
Result /
Remarks:
All Class surveys should be completed and certification
issued.
Result /
Remarks:
If the vessel has been issued with a Safe Manning
Document to cover the duration of the lay-up period, a new
certificate should be issued by the Flag State prior to the
vessel resuming trading.
Result /
Remarks:
The vessel’s Safety Management System should be
brought up to date, including supplying the vessel with the
latest company circulars.
Result /
Remarks:
In addition to the specific points mentioned in this
checklist, it should be ensured that all planned
maintenance is completed and brought up to date prior to
resuming trading.
Result /
Remarks:
3.1
3.2
3.3
3.4
3.5
SystemNo. Y N NA NI

43
Consult the lay-up log for necessary reactivation actions:
remove temporary installations / arrangements such as
conservation grease / wrapping; refill cooling / heating
systems with suitable products, return valves / vent
hatches to their operational position, refit drain plugs etc.
Result /
Remarks:
Spares levels should be brought up to an acceptable level
prior to departure from the lay-up location. It should be
borne in mind that some items, for example, main engine
cylinder liners, may have very long lead times.
Result /
Remarks:
Galley equipment and domestic fridges and freezers should
be checked and proved to be operating at the required
temperature, and emergency alarms tested.
Result /
Remarks:
Adequate food stores and potable water should be
provided to the vessel for the forthcoming voyage.
Result /
Remarks:
3.6
3.7
3.8
3.9
SystemNo. Y N NA NI

44
3. General (continued)
Depending on the length of the lay-up, new regulations
may have come into force necessitating the fitment, for
example, of new navigational equipment. This should be
verified well in advance of the proposed date that the
vessel will resume trading, as lead times can be
considerable if other owners are also attempting to comply
with new requirements before deadlines.
Result /
Remarks:
Adequate stocks of lubricating and hydraulic oil, grease
and chemicals should be onboard for the planned voyage.
Result /
Remarks:
Main and emergency lighting around the entire vessel
should be checked and blown lamps replaced as
necessary.
Result /
Remarks:
Damage control valves should be function tested.
Result /
Remarks:
Watertight doors, both powered and manual, should be
inspected and operated, and all alarms etc. proved
operational, where fitted.
Result /
Remarks:
3.10
3.11
3.12
3.13
3.14
SystemNo. Y N NA NI

45
Passenger, crew and service lifts should be serviced by a
technician approved by the manufacturer.
Result /
Remarks:
On vessels that have been laid-up for some time warnings
notices, stencilled instructions, IMO LSA / FFA symbols
and LSA launching instructions on deck and around the
accommodation superstructure may have become faded
and should be repainted or replaced as necessary.
Result /
Remarks:
Where fumigants or other pest / rodent control measures
have been used during the lay-up period these should be
removed. If the vessel is found to have a pest or rodent
problem upon reactivation, then suitable pest control
contractors should be brought in to treat the vessel.
Result /
Remarks:
Additional information:
3.15
3.16
3.17
SystemNo. Y N NA NI

46
4. Safety of Life
Escape routes and means of access should be checked
for safety upon commencing reactivation.
Result /
Remarks:
Lifeboat hand flares, parachute flares, smoke floats and
first aid kits should be confirmed as being in date.
Result /
Remarks:
Lifeboat rations should be checked to ensure they are in
date.
Result /
Remarks:
Lifeboat fuel should be topped up and engines test run for
a suitable period.
Result /
Remarks:
Lifeboat potable water tanks should be flushed and refilled,
or when potable water sachets are provided, renewed if
necessary.
Result /
Remarks:
Lifeboat davit fall wires should be inspected and renewed
when necessary due to deterioration, or at intervals of not
more than 5 years.
Result /
Remarks:
4.1
4.2
4.3
4.4
4.5
4.6
SystemNo. Y N NA NI

47
4.7 The lifeboat(s) should be lowered or freefall launched, as
appropriate, and test run in the water with their assigned
operating crew.
Result /
Remarks:
4.8 Rescue boat equipment should be checked and if any is
found to have time expired, then replaced.
Result /
Remarks:
4.9 Rescue boat fuel tanks should be topped up and engines
test run for a suitable period.
Result /
Remarks:
4.10 Rescue boat davit fall wires should be inspected and
renewed when necessary due to deterioration, or at
intervals of not more than 5 years.
Result /
Remarks:
4.11 Rescue boats should be launched and manoeuvred in the
water with their assigned operating crew.
Result /
Remarks:
4.12 Liferafts should be checked to ensure they are in date for
their annual service.
Result /
Remarks:
SystemNo. Y N NA NI

48
4. Safety of Life (continued)
4.13 Disposable liferaft hydrostatic releases should be checked
to ensure they are in date, or serviced if non-disposable
releases are in use.
Result /
Remarks:
4.14 EPIRB batteries any hydrostatic releases should be
checked to ensure they are in date.
Result /
Remarks:
4.15 EPIRB annual performance test should be checked to
ensure it is in date.
Result /
Remarks:
4.16 SART batteries should be checked to ensure they are in
date.
Result /
Remarks:
4.17 GMDSS handheld VHF radio lithium batteries should be
checked to ensure they are in date.
Result /
Remarks:
4.18 Bridge parachute flares should be checked, and replaced if
time expired.
Result /
Remarks:
SystemNo. Y N NA NI

49
4.19 The rockets, strikers and the line throwing apparatus units
should be checked, and if any components have expired,
they should be replaced.
Result /
Remarks:
4.20 Fire extinguishers should be hydrostatically tested, serviced
and refilled, as may be required according to the
manufacturers’ instructions.
Result /
Remarks:
4.21 Breathing apparatus sets should be serviced in line with
the manufacturer’s instructions.
Result /
Remarks:
4.22 The breathing apparatus compressor should be serviced,
(oil and filter changed), in line with the manufacturer’s
instructions, and confirmed operational.
Result /
Remarks:
4.23 Breathing apparatus bottles should be hydrostatically
tested, if required, and filled to their working pressure ready
for use.
Result /
Remarks:
SystemNo. Y N NA NI

50
4. Safety of Life (continued)
4.24 Emergency Life Saving Appliance (ELSA) bottles should be
hydrostatically tested, if required, and filled to their working
pressure ready for use.
Result /
Remarks:
4.25 The medicine chest and first aid kits should be checked by
a suitably qualified chemist, and brought up to date in
accordance with the latest medical stores requirements as
published by the vessel’s Flag State.
Result /
Remarks:
4.26 Fixed firefighting installations should be serviced and gas
bottle levels checked in line with the manufacturer’s
recommended schedule, by a service company approved
by the manufacturer.
Result /
Remarks:
4.27 Fixed firefighting gas delivery lines should be blown
through with compressed air.
Result /
Remarks:
4.28 Fixed fire detection systems should be thoroughly tested at
the earliest opportunity.
Result /
Remarks:
SystemNo. Y N NA NI

51
4.29 Fire pumps, both main and emergency, should be test run
and their performance checked and the integrity of the fire
main verified by delivering water to two hoses situated one
at each end of the vessel.
Result /
Remarks:
4.30 Fire hydrants and nozzles should be checked for condition
and free operation, and fire hoses pressure tested.
Result /
Remarks:
4.31 Sprinkler, drenching and hi-fog systems should be flushed
with fresh water, then pressurised and checked for leaks.
Result /
Remarks:
SystemNo. Y N NA NI

52
5. Bridge and Navigation
5.1 All navigational equipment should be tested and serviced if
required.
Result /
Remarks:
5.2 The gyro compass(es), should be started well in advance
of being required to allow the gyro to settle and the error to
be checked.
Result /
Remarks:
5.3 The VDR system should be subject to its annual test, if
due.
Result /
Remarks:
5.4 All charts, paper and / or electronic, should be of the latest
edition available and corrected up to date.
Result /
Remarks:
5.5 All nautical publications should be the latest edition
available, and corrected up to date.
Result /
Remarks:
5.6 The magnetic compass should be swung and corrected.
Result /
Remarks:
SystemNo. Y N NA NI

53
5.7 All GMDSS equipment should be tested in line with the
manufacturer’s instructions, and link tests or test calls
made to verify that the equipment is functioning correctly.
Result /
Remarks:
5.8 All lights and signalling equipment, both main and backup,
should be verified as operational, including navigation and
Christmas tree lights, Aldiss lamps (the battery should be
fully charged) and whistles.
Result /
Remarks:
SystemNo. Y N NA NI

54
6. Mooring and Anchoring Equipment
6.1 Mooring ropes and wires should be checked for wear and
damage, and in the case of ropes, actinic degradation and
internal wear along their entire length, and replaced as
necessary.
Result /
Remarks:
6.2 Mooring winches, windlasses and mooring wires should be
greased with an appropriate dressing in line with the
manufacturer’s recommendations.
Result /
Remarks:
6.3 Mooring winch brakes should be inspected and tested and
adjusted as necessary in line with the manufacturer’s
instructions.
Result /
Remarks:
6.4 Winch and windlass bed plates and save-alls, where fitted,
should be checked for excessive wastage, cracks or
deformation.
Result /
Remarks:
6.5 Mooring furniture, such as bitts, leads and dead man
rollers should be inspected for correct operation and
damage, and greased as necessary.
Result /
Remarks:
SystemNo. Y N NA NI

55
6.6 When the vessel has been laid-up at anchor the wastage
on the anchor cable should be checked to ensure that it
does not exceed Class limits.
Result /
Remarks:
6.7 The condition of the anchor cable should be checked, so
far as possible, over its entire length for damage, loose
studs or missing length markings.
Result /
Remarks:
6.8 The anchor should be visually inspected for damage such
as a bent shank or flukes, and wear down of the anchor
shackle pin.
Result /
Remarks:
6.9 Anchor securing devices, both fixed and portable, should
be inspected and made ready for use.
Result /
Remarks:
6.10 Hawse pipes should be inspected for damage, in particular
the join between the hawse pipe and hull plating.
Result /
Remarks:
SystemNo. Y N NA NI

56
6. Mooring and Anchoring Equipment (continued)
6.11 The windlass should be inspected, in particular paying
attention to brake linings and gypsy (cable lifter / wildcat)
wear down.
Result /
Remarks:
SystemNo. Y N NA NI

57
7. Main Deck
7.1 Chain lockers should be cleaned, dried and coated, as
necessary, while the chains are out. So far as this is safe
and practicable.
Result /
Remarks:
7.2 The condition of all walkways, gratings and external
ladders should be checked to confirm they are not wasted
and are structurally sound.
Result /
Remarks:
7.3 All doors, gates, openings and ports should be checked
for satisfactory condition and operation.
Result /
Remarks:
7.4 All main deck space vents should be checked for correct
operation, and fans should be test run.
Result /
Remarks:
7.5 Gangways and accommodation ladders should be
thoroughly inspected and tested in line with SOLAS
requirements, following the manufacturer’s instructions.
Result /
Remarks:
7.6 Pilot ladders should be thoroughly inspected and tested.
Pilot ladder ropes or fittings found to be worn, damaged or
degraded should be replaced.
Result /
Remarks:
SystemNo. Y N NA NI

58
7. Main Deck (continued)
7.7 When tank or void space manhole covers have been
removed during lay-up, these should be refitted with joints
cleaned and fitted with new gaskets and all nuts fitted and
tightened. So far as practicable spaces should be
hydrostatically tested to check the integrity of the manhole
covers.
Result /
Remarks:
7.8 Hatch cover securing devices should be inspected and
replaced / adjusted as necessary.
Result /
Remarks:
7.9 Hatch cover rubber seals should be inspected and
replaced where missing or having excessive permanent
imprint.
Result /
Remarks:
7.10 Hatch coaming drains should be checked to ensure they
are clear, with fire caps connected.
Result /
Remarks:
7.11 Hatch covers, hold access booby hatches and hold vents
should all be checked for weathertightness, ideally using
ultrasonic equipment.
Result /
Remarks:
SystemNo. Y N NA NI

59
7.12 Tank closing arrangements, P/V valves, and flame screens
should all be checked for operation and integrity.
Result /
Remarks:
7.13 Ballast tank vents should be inspected, ensuring they are
clear of debris and that self-closing devices are
operational.
Result /
Remarks:
7.14 Sounding pipes should be inspected, and it should be
ensured that all caps are available and fitted.
Result /
Remarks:
7.15 The location of the scupper plugs and save-all plugs
should be verified and save-all plugs fitted as necessary.
Result /
Remarks:
7.16 If due, thorough visual inspections, or proof load testing
followed by a thorough visual inspection of cargo cranes
and lifting gear should be carried out.
Result /
Remarks:
SystemNo. Y N NA NI

59
8. Cargo Spaces – Dry Cargo
8.1 Cargo holds should be visually inspected for damage to
the structure and access arrangements, with repairs
carried out as necessary.
Result /
Remarks:
8.2 Cargo hold coatings should be inspected for corrosion,
blistering and loose flaking paint. Coatings should be
rectified to a standard in accordance with the planned
employment of the vessel.
Result /
Remarks:
8.3 Pipework running through the hold should be checked for
integrity; often holes develop on the blind side of tank vent
pipes and sounding pipes in hard to access areas.
Result /
Remarks:
8.4 Ballast tanks surrounding the cargo holds should be
hydrostatically tested to check the integrity of the tanks.
Result /
Remarks:
8.5 Hold bilge wells should be clean and the suction tested.
Strum boxes and bilge plates should be cleaned of debris
and securely fitted. Non-return valves should be opened,
serviced and tested.
Result /
Remarks:
SystemNo. Y N NA NI

60
8.6 Hold vent closure devices should be checked and fans test
run where fitted.
Result /
Remarks:
8.7 Refrigerated machinery should be re-activated, serviced
and tested prior to use in line with the manufacturer’s
instructions.
Result /
Remarks:
8.8 Cargo hold inert gas systems should be checked and
tested in line with the manufacturer’s instructions.
Result /
Remarks:
8.9 Cargo lashing equipment should be checked for condition
and quantity. Where deemed necessary material should be
replaced or supplemented.
Result /
Remarks:
SystemNo. Y N NA NI

61
9. Cargo Spaces – Liquid Cargo
9.1 Cargo tanks should be visually inspected for damage to
the structure and access arrangements, with repairs
carried out as necessary.
Result /
Remarks:
9.2 Cargo tank coatings should be inspected for corrosion,
blistering and loose flaking paint. Coatings should be
rectified to a standard in accordance with the planned
employment of the vessel.
Result /
Remarks:
9.3 So far as is practicable, ballast tanks surrounding the
cargo tanks should be hydrostatically tested to ensure their
integrity.
Result /
Remarks:
9.4 So far as is practical, cargo tanks should be hydrostatically
tested to ensure their integrity.
Result /
Remarks:
9.5 Heating coils should be blown through with steam or air
with their drains open. They should then be examined
under test to full working pressure and temperature.
Result /
Remarks:
SystemNo. Y N NA NI

62
9.6 Fixed tank cleaning machines should be function tested.
Result /
Remarks:
9.7 The inert gas or nitrogen system should be inspected and
tested in line with the manufacturer’s instructions.
Result /
Remarks:
9.8 Cargo pump room vent closure devices should be
checked for operation and fans test run.
Result /
Remarks:
9.9 Cargo pump rooms should be internally inspected with
piping, valves and pumps examined.
Result /
Remarks:
9.10 Cargo, stripping and ballast pumps should be proved
operational.
Result /
Remarks:
9.11 Cargo piping valves should be function tested prior to use.
Result /
Remarks:
9.12 Cargo piping should be pressure tested and marked
accordingly prior to use.
Result /
Remarks:
SystemNo. Y N NA NI

63
9. Cargo Spaces – Liquid Cargo (continued)
9.13 All automation and remote control systems should be fully
function tested prior to use.
Result /
Remarks:
9.14 Oil Discharge Monitoring Equipment (ODME) should be
checked and proved operational.
Result /
Remarks:
SystemNo. Y N NA NI

64
10. Hull and Openings
10.1 Any blanks fitted over sea suctions should be removed by
divers.
Result /
Remarks:
10.2 Sea chests and thruster gratings should be inspected and
marine growth removed as necessary.
Result /
Remarks:
10.3 All underwater areas of the hull should be checked as a
pre-cursor for possible drydocking of the vessel.
Result /
Remarks:
10.4 The condition of the topside and vertical bottom paint
system should be checked when the vessel is suitably de-
ballasted.
Result /
Remarks:
10.5 If marine growth is prevalent on the underwater section of
the hull, rudder and propeller; these should be cleaned.
Result /
Remarks:
10.6 The stern seal should be checked for the presence of nets,
fishing lines and ropes, and removed when found, whilst
ensuring that rope guards remain in place and rope
cutters, if fitted, remain effective.
Result /
Remarks:
SystemNo. Y N NA NI

65
10. Hull and Openings (continued)
10.7 Draught, loadline or other marks painted on the hull should
be clear of marine growth and easily readable; if necessary
the marks should be repainted.
Result /
Remarks:
10.8 The condition of the cathodic protection of the hull should
be checked to verify an impressed current system is
working or if there is sufficient cross section of sacrificial
anodes on the hull.
Result /
Remarks:
10.9 If waterline guide marks were painted on the hull at the
commencement of lay-up these should be painted over.
Result /
Remarks:
SystemNo. Y N NA NI

66
11. Ballast Tanks and Enclosed Spaces
It should be re-iterated that in spite of continued attention being
focused on the dangers of enclosed spaces, seafarers continue to die
and suffer serious injury as a result of not following correct procedures
when entering an enclosed space. The procedures detailed in the
vessel’s Safety Management System should be followed when
entering enclosed spaces and spaces should not be entered until they
have been proved to be safe.
11.1 Where full ballast tanks have been treated with a corrosion
inhibitor, the manufacturer’s instructions for flushing the
tank should be followed. All discharges should be in
accordance with regulatory requirements.
Result /
Remarks:
11.2 Tanks that have been kept empty during the lay-up period
should be inspected for leaks from adjacent full tanks, in
particular from adjacent full fuel tanks.
Result /
Remarks:
11.3 Potable water tanks should be inspected and confirmed
clean and the paint coating touched up where necessary.
The tanks should be disinfected and the entire distribution
system super-chlorinated prior to being filled with clean
potable water and brought back into service. Shower heads
and fresh water hoses may also require super-chlorination.
Result /
Remarks:
SystemNo. Y N NA NI

67
12. Bunker Tanks and Pumping Systems
12.1 Prior to commencing any bunkering operations during
reactivation, all of the bunker tanks should be sounded
and the pipe line up should be carefully checked.
Result /
Remarks:
12.2 Prior to commencing any bunkering operations during
reactivation it should be confirmed that the overflow tank is
empty.
Result /
Remarks:
12.3 Fuel oil transfer pump filters should be dismantled and
cleaned.
Result /
Remarks:
12.4 Where heavy fuel oil remains onboard in storage tanks,
samples should be drawn and sent for independent
analysis by a reputable laboratory.
Result /
Remarks:
SystemNo. Y N NA NI

68
12.5 If fuel has been left in the settling and service tanks during
lay-up, this should be drained into a double bottom bunker
tank and the service and settling tanks opened and
cleaned of any sludge or residue.
Result /
Remarks:
SystemNo. Y N NA NI

69
13. Electrical and Electronic
13.1 As heat is gradually returned to the accommodation and
machinery spaces, desiccants and space heaters should
be removed from all electronic panels, boxes and
equipment.
Result /
Remarks:
13.2 Circuits connected to the main and emergency
switchboards should be isolated in turn and have their
insulation resistance to earth measured and recorded. Low
earth readings and any reading substantially lower than
those recorded at commencement of lay-up should be
investigated and cleared.
Result /
Remarks:
13.3 Prior to using any of the electric motors fitted to vents,
pumps, winches etc. these should be megger tested.
Result /
Remarks:
13.4 Electrical equipment removed from deck during the lay-up
period due to low megger readings should be reinstated
and repaired.
Result /
Remarks:
SystemNo. Y N NA NI
On older vessels, the sourcing and delivery of spare parts, in particular
replacement circuit boards, can sometimes take time, therefore it is
advised that systems are confirmed as operational well in advance of
the resumption of trading.

70
13.5 Electric circuits, starters, motor windings and electronic
control systems should be proven prior to running up any
mechanical equipment.
Result /
Remarks:
13.6 All main engine, auxiliary and steering gear alarms, trips
and automatic pump change over switches should be
tested and calibrated.
Result /
Remarks:
13.7 Electrical equipment in hazardous areas, in particular pump
rooms, should be specifically examined to ensure they
remain efficient.
Result /
Remarks:
13.8 The operation of the overload trips of all generator circuit
breakers should be checked for satisfactory operation.
Result /
Remarks:
13.9 All emergency batteries should be load tested, and
charged or replaced as necessary.
Result /
Remarks:
SystemNo. Y N NA NI

71
14. Engine room
14.1 All covers on exhausts at the top of the funnel and
elsewhere should be removed at the beginning of the
reactivation process.
Result /
Remarks:
14.2 Prior to reactivating any machinery it should be confirmed
that there is capacity available in the bilge tank and that the
engine room bilge system and the bilge alarms are
working.
Result /
Remarks:
14.3 It is recommended that when the residual oil storage tank
contents have not been emptied for some time, that the
tank is emptied prior to resuming service.
Result /
Remarks:
14.4 The Oily Water Separator and Oil Discharge Monitoring
Equipment should be checked and their correct operation
verified.
Result /
Remarks:
SystemNo. Y N NA NI

72
14.5 Lubricating and hydraulic oil samples should be drawn
from all applicable machinery and sent for independent
analysis by a reputable laboratory, it is recommended that
machinery is not used until results have been received and
found to be in order. Oil should be drained and replaced
when the samples have been found to be outside the
acceptable parameters.
Result /
Remarks:
14.6 When manhole doors have been removed from coolers for
the duration of the lay-up these should be refitted, with
new anodes fitted as required. The door seal should be
proven before any further work is carried out.
Result /
Remarks:
14.7 Where blanks have been fitted to pipework, these should
be removed.
Result /
Remarks:
14.8 Where valves have been removed from pipework, these
should be replaced.
Result /
Remarks:
14.9 Pipework that was drained for the duration of the lay-up
should be refilled and air bled from the system.
Result /
Remarks:
SystemNo. Y N NA NI

73
14. Engine room (continued)
14.10 Pumping and piping systems should be tested and
checked for leaks.
Result /
Remarks:
14.11 Remote systems for the operation of ballast, fuel oil and
lubricating oil pumps and valves should be tested.
Result /
Remarks:
14.12 Remote fuel oil shut off valves should be inspected and
function tested.
Result /
Remarks:
14.13 Fuel tanks for emergency generators should be topped up.
Result /
Remarks:
14.14 Emergency generators should be test run on load for a
suitable period to verify their operation.
Result /
Remarks:
14.15 Domestic hot and cold water systems should be tested
and confirmed working satisfactorily.
Result /
Remarks:
SystemNo. Y N NA NI

74
14.16 Air conditioning and heating systems should be tested and
confirmed to be working satisfactorily.
Result /
Remarks:
SystemNo. Y N NA NI

75
15. Diesel Main Engines
15.1 Early in the reactivation process the lubricating oil purifier
should be started.
Result /
Remarks:
15.2 Where the crankcase doors have been removed for the
duration of the lay-up, the crankcase should be visually
inspected for foreign objects and condensation damage
within the engine prior to the doors being refitted.
Result /
Remarks:
15.3 Cooling water should be circulated through the main
engines and a close examination carried out to ensure that
there is no leakage due to the deterioration of rubber seals.
Result /
Remarks:
15.4 Fuel injection valves should be cleaned, adjusted and
replaced. Fuel should then be circulated around the
system to ensure there is no leakage.
Result /
Remarks:
15.5 Starting air valves should be removed and tested.
Result /
Remarks:
SystemNo. Y N NA NI

76
15.6 All automation, safety systems, trips and emergency shut
offs should be tested and proved operational.
Result /
Remarks:
SystemNo. Y N NA NI

77
16. Auxiliary Diesel Engines
16.1 If the auxiliary engines have not been used during the lay-
up period, then a sample of main bearings and connecting
rod bottom end bearings should be opened up for
examination. Further examination will be dependent on the
condition found.
Result /
Remarks:
16.2 Where auxiliary engines have been run on low load for
some time during a period of hot lay-up there is the
possibility that appropriate maintenance has not been
carried out or proper running hour logs kept. In which case
these items need to be carefully examined on reactivation.
Result /
Remarks:
16.3 All auxiliary engines should be run-up and warmed through
prior to running for a period of at least one hour, at or as
near as possible to rated capacity, during which time the
automation and shut downs should be tested at normal
operating temperature.
Result /
Remarks:
SystemNo. Y N NA NI

78
17. Steam Plant
17.1 When re-activating service steam systems it should be
ensured that lines are correctly vented of air and pressures
increased slowly to minimise water hammer.
Result /
Remarks:
17.2 When condensers have tube ends fitted with fibre packing
these should be checked upon reactivation to ensure they
remain leak free. This is particularly important after a long
period of dehumidification.
Result /
Remarks:
17.3 Distilled water and feed water should be sampled and
tested to ensure it is in satisfactory condition prior to use.
Result /
Remarks:
17.4 Feed water test and treatment chemicals have a relatively
short storage life. These should therefore be tested and
proved free of deterioration prior to use.
Result /
Remarks:
SystemNo. Y N NA NI

79
18. Boilers
SystemNo. Y N NA NI
18.1 Where desiccants have been placed in water spaces these
should be removed and a thorough visual inspection
carried out prior to closing up the drums and headers.
Result /
Remarks:
18.2 The fire side of the boiler should be visually examined prior
to reactivation.
Result /
Remarks:
18.3 All burners should be dismantled and cleaned.
Result /
Remarks:
18.4 Fuel oil should be circulated through the oil burning
systems with the glands and joints checked for leakage.
Result /
Remarks:
18.5 All safety systems and emergency shut offs should be
tested and proved operational.
Result /
Remarks:
18.6 All air sealing of uptakes and fan inlets should be removed.
Result /
Remarks:

80
18.7 When first raising steam in boilers, this should be done
slowly with the tightness of manhole doors, handhold
doors, glands and bolted joints checked as temperatures
increase.
Result /
Remarks:
18.8 All external steam lines should be adequately drained and
warmed through prior to subjecting them to full steam
pressure.
Result /
Remarks:
SystemNo. Y N NA NI

81
19. Steam Turbines
SystemNo. Y N NA NI
19.1 The bearing journals should be examined and oil change to
be checked.
Result /
Remarks:
19.2 Continuous purification of the main engine lubricating oil
should be carried out; however, oil is not to be circulated
through the main system until a favourable analysis report
has been received.
Result /
Remarks:
19.3 Steam driven turbo alternators, feed, cargo and ballast
pumps etc. should be function tested together with their
overspeed trips, governors, and other safety devices, prior
to being placed in service.
Result /
Remarks:

82
20. Commissioning
20.1 When a vessel has been laid-up for a prolonged period it is
recommended that sea trials are conducted prior to the
vessel resuming service.
Result /
Remarks:
20.2 Communications systems, sound powered telephones,
talkback systems and public address systems should all
be tested and proved operational prior to departing on sea
trials.
Result /
Remarks:
20.3 Emergency stops for main engines, steering gear motors
and thrusters should all be tested and proved operational.
Result /
Remarks:
20.4 Emergency stops for fans should be tested and vent flaps
and fire dampers function tested.
Result /
Remarks:
20.5 Prior to departing the lay-up berth, if possible the main
engine should be tested ahead and astern at low speed
and warmed through prior to departure. Adequate tight
moorings should be set prior to commencing this
operation.
Result /
Remarks:
SystemNo. Y N NA NI

83
20. Commissioning (continued)
SystemNo. Y N NA NI
20.6 Emergency steering systems should be tested prior to
departing the lay-up location, and also during sea trials.
Result /
Remarks:
20.7 During sea trials all machinery should be thoroughly tested,
including operation from main and secondary control
locations, as applicable.
Result /
Remarks:

84
Surveyor’s name:
Signature:
Date:

The West of England Ship Owners
Mutual Insurance Association
(Luxembourg)
Managers
West of England Insurance Services (Luxembourg) S.A.
Registered office
31 Grand-Rue
L-1661 Luxembourg
G.D. Luxembourg
Phone: +(352) 4700671
Fax: +(352) 225253
Email: mail@westpandi.com
UK office
Tower Bridge Court
226 Tower Bridge Road
London SE1 2UP
Phone: +44 20 7716 6000
Fax: +44 20 7716 6100
Email: mail@westpandi.com

Laid up vessel reactivation guide- West of England

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